Train-signaling system



Feb. 9, 192s. 1,572,800

W. KANNENBERG TRAIN SIGNALING SYSTEM Feb. 9, 192e. 1,572,800

W. KANNENBERG TRAIN SIGNALING SYSTEM Filed May a, 1925 2 Sheets-Sheet 2 mmsjnzxwy 1 Patented Feb. 9, 1926.

UNITED STATES WILLIAM KANNENBERG, OF MILWAUKEE, WISCONSIN.

TRAIN-SIGNALING SYSTEM.

Application filed May 8,

To all euh-011i, it 'may 00a/Cem: t

Be it known that I, IVILLIAM KANNEN- BERG, a citizen of the United States, residing at Milwaukee, in the county of Milwaukee and State of IVisconsin, have invented new and useful Improvements in Train- Signaling Systems, of which the following is a specification.

rlhis invention relates to signal systems, particularly that type designed for use in connection with railways and has for its object the provision of a novel signal system and apparatus whereby the engineer will be apprised of the signal at the signal tower regardless of weather conditions, the apparatus including variously colored signal llamps in the cab of the locomotive energized in accordance with the signal lights at the tower so that the engineer may govern his train properly even though he might not be able to see the signals at the tower owing to fog, snow or other conditions.

An important object is the provision of a system of this character including the combination of automatic circuit closing means associated with and operated by movement of the semaphore at a signal tower and connected with track elements engageable by other elements carried by the locomotive for closing the circuit through the signal apparatus in the cab when the train reaches a certain point in advance of the signal tower.

Another object is the provision of a system of this character in which the cooperating track and locomotive carried elements always engage, the actuation of the signal apparatus depending upon which ones of the track elements are live, this in turn depending upon the position of the semaphore at the signal tower.

An additional object is the provision of a system and apparatus of this character which will be simple and inexpensive to manufacture and inst-all, positive and automatic in ope `ation, eiiicient and durable in service, and a general imlnovement in the art.

lith the above and other objects and advantages in view, the invention may consist in the details of construction and the arrangement of parts to be hereinafter more fully described and claimed, and illustrated in the accompanying drawings in which:

Figure 1 is a diagrammatic View of a railray together with the signal towers and il- 1925. Serial No. 28,886.

lustrating, diagrammatically, the mechanism carried by the locomotive, the signal being in danger indicating position,

Figure 2 is a diagram showing the action when the semaphcre'is in intermediate position, and

Figure 3 is a similar view showing the action when the semaphore is at the other limit of its movement.

Referring more particularly to the drawings the letter A. designates a railway here shown as having double tracks, though this is an immaterial detail. The letter B represents a signal tower or station at which is provided a semaphore C of ordinary type movable to indicate danger, cautiom and safety In carrying out the invention I provide a circuit closer mechanism associated with the semaphore and including spaced contacts 10, 11 and 12 adapted to be engaged by a contact 18 on the semaphore. 'Ihe mechanical construction to carry out this arrangement may of course be varied within wide limits and no attempt is being made to disclose a specilic construction as it is merely necessary that coacting contacts of some type be provided.

Located along each track, preferably between the rails thereof and at any desired distance in advance of the signal tower or station, is a group of contact elements of any desired construction designated by the numerals 14, 15, 16 and 17 connected respectively with the contacts 10, 11, 12 and 13 by conductors 18, 19, 2O and 21.

Mounted in any desired manner on the locomotive and in such position as to ride upon the elements 14, 15, 16 and 17 are shoes or the like 22, 23, 241 and 25 which are provided for the purpose of effecting the operation of the signal mechanism in the cab in accordance with the actuation of the semaphore by the signalman. n

rThe signal mechanism within the cab includes a plurality of incandescent lamps 2G, 27 and 28 with which are associated electro-- magnetically operated switches for controlling their energization. Current for the whole apparatus is or may be furnished by a generator 29 mounted at some convenient point on the locomotive and driven in any desired manner. One terminal of this genator has connected therewith a conductor 30 leading to the shoe 25. The switch devices may be of the double pole signal throw -type and are indicated broadly at 31, 32

and 33. The switch 31 includes arms 34 and 35 connected by conductors 36 and 37 respectively with the terminals of the lamp 26, the switch 32 includes arms 38 and 39 connected respectively by conductors 40 and 41 with the terminals of the lamp 27, and similarly the switch 33 includes arms 42 and 43 connected respectively by conductors 44 and 45 with the terminals of the lamp 28. Adjacent the switch arms 35, 39 and 43 are contacts 46 all of which are connected by branches 47 with a conductor 48 leading to said terminal of the generator. Adjacent the switch arms 34, 38 and 42 are contacts 49 all of which are connected by branches 50 with a conductor 51 leading to the other terminal ot' the generator. Obviously when any switch is moved to bring its arms into engagement vith the associated and adjacent contacts current will be supplied to the corresponding lamp.

As the switches are intended to be electromagnetically operated, each is provided with an armature, the armatures for the respective switches 31, 32 and 33 being designated as 52, 53 and 54.

Located at one side of the armature 52 is an electro-magnet 55 which has one terminal connected with a conductor 56 with the shoe 22 and which has its other terminal connected by a conducto-r 57 with one terminal of an electro-magnet 58 located at the opposite side of the armature 53. The remaining terminal of the electro-magnet 58 is connected by a conductor 59 with one terminal of an electro-magnet 60 located at one side of the armature 54. The other terminal of the magnet 60 is connected by a conductor 61 with the conductor 51 leading 'from the generator 29. Located at the opposite side of the armature 52 are two electromagnets 62 and 63, the former of which has one terminal connected by a conductor 64 with the shoe 23 and its other `terminalconnected by a conductor 65 with an electromagnet 66 located'adjacent thearmaturc .53 at the side thereof opposite themagnet 58. The remaining terminalofthe magnet 66 is connected with the lconductor 5,9. -One terminal of the electrofmagnet' 63fhas connected therewith a conductor 67 leading to the conductor 61 from the generator and has its other terminal connected with an electro-magnet 68 located below the magnet 58. The remaining terminal of this magnet 68 is connected with one terminal ot an electro-magnet 69 located adjacent the armature 54 at the side thereof opposite the magnet 60, and the other terminal of this magnet 69 has connected therewith a conductor 70 leading to the shoe 24. By this arrangement it will be seen that the electromagnets 55, 58 and 60 are in series and that the electro-magnets 62, 66 Aand dare `liketamano wise in series, the first mentioned group being interposed between the shoe 22 and the generator and the second mentioned group being interposed betweelnthe shoe 23 and the generator. I prefer to provide an incandescent bulb or lamp 71 interposed between the electro-magnets 68 and 69. The magnets 69, 68 and 63 are in series between the generato-r and the shoe 24.

In the operation', letit be assumed that the semaphore C is in danger indicating position as shown in Figure 1. At such a time the contacts 10 and 13 are in engagement. When the train approaches a signal tower or station all the shoes on the loco# motive will of course engage the elements 14, 15, 16 and 17 along the track. Current from the generator 29 passes through the conductor 30 to the shoe 25, strip or element 17, conductor 21, contacts 13 and 10, conductor 1.8, track element 14, shoe 22, conductor 56, electromagnets 55, 58 and 60, and through the conductor 61 back to the generator. /Vhen this occurs the electromagnets are oit course energized and the magnet 55 attracting` the armature 52 will throw the switch 31 to the lett so that the arms 34 and 35 thereof will engage the contacts 49 and 46 and consequently close the circuit through the lamp 26 which is preterably colored red to indicate danger. The energization of the magnets 58 and 60 will move the switches 32 and 33 into open posi tion so that the lamps 27 and 28 will be deenergized.

Assuming that the signal blade C is in intermediate position as shown in Figure2, indicating caution, the contact 13 will be in engagement with the contact 11. Then the train then passes over the track elements and the shoes on the locomotive engage therewith, current will tlow from the generator 29, through thev conductor 30, shoe 25, track element 17, conductor 21, contacts 13 and 11, conductor 19, track element 15, shoe 23, conductor 64, electro-magnets 62, 66 and 60, through the conductor 61 back to the generator. Then this occurs t-he energization of the electro-magnets 62 and 60 will draw the armatures 52 and 54 to the right, opening the switches 31 and 33 so that the bulbs 26 and 28 will be deenergized. The energization of the electro-magnet 66 will cause the armature 53 to be drawn to the left, closing the switch and permitting current to How to the lamp 27.

Assuming that the semaphore blade. has been swung into vertical posit-ion, indicating safety, as shown in Figure 3, when the locomotive passes over the track elements, current will flow from the generator 29, conductor 30, shoe 25, track element 17, conductor 21, contacts 13 and 12, conductor 20, track element 16, shoe 24, conductor 76, 51,11@ ,@llllQ-lnagnets 69, 68 and 63, through.

the conductors 6T and 61 back to the generator. The energization of the magnet 69 causes the switch 33 to be moved into closed position, completing the circuit through the lamp 28 which is preferably of no color to give a clear light indicating safety. The energization of the magnets 68 and 63 causes opening or maintains the open position of the switches 31 and 32 so that the lamps 26 and 27 will be deenergized. In every instance the signal in the cab will remain until actually changed upon approaching the next signal tower or station. If, however, the previous signal was clear and the lamp 28 is energized, upon approaching the next signal there will of course be no change, but the closing of the circuit through the electro-magnets 69, 68 and 63 will cause a momentary current to pass through the lamp 7l, causing it to Hash and indicating to the engineer that there is no change in the signal along the track.

From the foregoing description and a study of the drawings it will be apparent that I have thus provided a simple and very easily installed signal system and apparatus which will be a great safeguard in ra-ilroading inasmuch as the engineer need not look ahead to ascertain the signals as they are automatically given in the cab of the locomotive. This is of particular a'dvantage during foggy weather or during heavy snowstorins when it is a difiicult matter to see ahead for any great distance.

While I have shown and described the preferred embodiment of the invention, it should be understood that I reserve the right to make such changes in the details of arrangement, location of parts and mef chanical construction thereof as will not depart from the spirit of the invention 0r the scope of the subjoined claim.

Having thus described the invention, I claim:

In a signal system of the character described, a source of current carried by a locomotive, a plurality of signal devices in the locomotive, a source of current, a plurality of switches on the locomotive for controlling the energization of said signal devices, means for operating said switches includingv armatures carried thereby, electro-magnets positioned to attract the armatures, track means for selectively controlling the energi'zation of said electro-magnets, the track means including contact shoes depending from `the locomotive, elements mounted along the trackway engageable by the shoes, and a circuit closing device connected with a semaphore and with said track elements, a separate signal device and one of the track elements and one of the locomotive carried shoe members being connected therewith for giving a visible indication when there is no change in the signal.

In testimony whereof I affix my signature.

VILLIAM KANN ENBERG. 

